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Propelling the Fleet: An Inside Look at the Making of Royal Caribbean's Azipods

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By SuperyachtNews 13 Aug 2017

A closer look at Azipod propulsion

Comparing the advantages of azipod d propulsion compared to shaft-line propulsion on superyachts….

Increased requirements for safety, comfort and the environment in the maritime industry have supported the use of pod propulsion and advanced power distribution with batteries and other energy storage devices. However, the challenge for the yacht designers has been how to fit the systems, especially energy storage, into a vessel where space is already limited.

ABB’s latest technologies, Azipod D propulsion integrated with on board DC grid distribution, claim to relieve this challenge by reducing the rating and size of on board power equipment, and therefore freeing up space to incorporate energy storage, while at the same time increasing efficiency, safety and comfort. In a 2017 RINA Megayacht Whitepaper on the technologies, Kimmo Kokkila, product manager, and Jukka Erkintalo, technical bid manager, of ABB Marine and Ports highlight the advantages of Azipod D propulsion compared to conventional AC electrical power distribution with shaft-line propulsion, and the results are quite interesting.

In order to start the analysis, two alternative electrical propulsion layouts were defined for a non-specific but representative superyacht to compare several attributes between the two alternatives. The base case alternative, named AC-Shaft, is a traditional AC power plant, combined with two shaft lines with electrical on-board propulsion motors, and steering made with two conventional rudders. The alternative layout, named DC-Pod, is based on ABB’s DC Power distribution solution, on board DC grid, and has two Azipod DO1250P units for propulsion and steering.

The selected propulsion power for the base case AC-Shaft was 2 x 3500kW. According to the study, typically, pulling pod propulsion decreases the power need from five to 10 per cent compared to shaft-line rudder arrangements in the case of a twin propeller vessel with limited draft, such as a yacht. This reduction is gained from better propulsion efficiency and smaller resistance if the hull lines are optimised for Azipod propulsion.

The first twin shaft line versus twin Azipod propulsions study was a full-scale comparison of sister vessels in the late ‘90s. For the first six vessels of the vessels of the 70,000gt Fantasy-class cruises ship series, electric propulsion and two conventional shaft-line propellers were installed. The last two vessels of the series were installed with twin Azipod propulsion without conducting any major optimization for the existing shaft-line based hull lines. In this study, the Azipod equipped vessels achieved nine per cent improvement in propulsion efficiency.

Hull resistance

The Whitepaper explains that decreased hull resistance with Azipod propulsion comes from several factors. The first typical pod advantage is in skeg thickness and the removal of stern thrusters and their openings. Secondly, hull lines for shaft-line versions sometimes have partial tunnel shapes to direct water to the propellers. However, these can be removed from Azipod versions and the straightened-out shape leads to a further decrease in resistance.

Thirdly, the slope of the vertical lines can be optimised as well with Azipod propulsion, since there are no restrictions on maximum available shaft length and bearing distance. “This has a particularly large impact on vessels with a low block coefficient,” the study points out. “A gentle slope angle has itself a direct influence on the viscous resistance by equalising the dynamic pressure changes around the hull, but it also has several derivative influences, such as a thinner boundary layer, which mostly affects propeller design and thus leads to better wakefield and propulsive efficiency as well.

Propulsive efficiency

The paper goes on to compare the added benefits of Azipod propulsion when moving from effective to delivered power. Pulling propellers receive a steady, undisturbed wakefield, which gives propeller designers a greater scope to optimise propellers for higher efficiency and/or silent operation.

In addition, Azipod propulsors can be inclined forward to be in line with the local flow (typically 2 to 4 degrees). Conventional shaft-line propellers on the other hand are typically inclined backwards at 1 to 1.5 degrees. This means that shaft-line propeller blades are 5 to 7° off the direction of inflow, which has a negative impact on the propulsive efficiency, vibration, cavitation and noise performance.

Operational safety benefits

Side thrust: With Azipod propulsion, the full propeller thrust can be directed freely in any direction, whereas in fixed shaft-line rudder arrangements thrust decreases rapidly as helm angle increases. The paper states that, generally, a conventional rudder can produce only about 40 per side thrust compared to maximum ahead bollard pull thrust. The figure for flap rudders is up to 60 per cent.

“With a 360-degree freely turning Azipod propulsor, however, full thrust can be precisely applied in any direction, giving 150 per cent more side thrust than a conventional rudder,” the paper reads. “Furthermore, Azipod propulsion makes it possible to navigate astern and sideways simultaneously, which is difficult to achieve with a rudder since negative propeller speeds reduce the effectiveness of a rudder considerably.”

Turning circle: The paper goes on to show that an Azipod-equipped vessel is more likely to avoid collision than a vessel with a conventional shaft-line rudder arrangement. This is because conventional rudders typically require tunnel thrusters at the stern to assist weak manoeuvring. “However, tunnel thrusters do not work effectively at higher ship speeds, whereas the steering capability of Azipod units is effective throughout the ship’s speed range,” the paper points out. “Furthermore, Azipod units eliminate the need for stern tunnel thrusters, thus providing greater flexibility and simplicity in ship design and general arrangement.”

The more effective and safer turning capability of Azipod propulsion has been verified in the study by full-scale and full-speed turning circle tests between sister-ships MS Fantasy , with conventional propulsion, and MS Elation , with Azipod propulsion, which recorded 38 per cent reduction in tactical diameter.

Crash-stop distance with full-heading control: With traditional rudder steering, an emergency crash-stop is accomplished by reversing the propeller revolutions per minute (rpm) from positive to negative. This is time-consuming as the ship power generating machinery must go from full power to zero power, and then ramp up again to full power in the opposite direction. In practice, the vessel operating with a rudder will also lose her heading control during the crash-stop as the rudder will not work efficiently unless the propeller is producing thrust for it – and at negative propeller rpm there is little thrust available for the rudder at all.

This means that ship heading and direction during the crash-stop are effectively at the mercy of the elements and determined by prevailing environmental conditions, including current, wind and waves. “In Azipod vessels, the crash-stop can be accomplished in the ‘pod-way’ by steering the Azipod units outwards 180 degrees and keeping positive propeller rpm during the whole crash-stop,” the paper outlines. “This shortens the crash-stop distance considerably – typically by at least 50 per cent.”

Moreover, during the crash-stop, Azipod units can generate enormous side force in any desired direction irrespective of ship speed. This gives the captain full control to decide the heading and direction of the vessel during the duration of the crash-stop, even in heavy weather conditions.

Noise and vibrations

The Whitepaper explains that, in the Azipod unit, there are no noise-generating gears and the pod motor and its shaft are located completely outside the ship hull. An Azipod unit’s pulling propeller receives a steady undisturbed wakefield, which gives propeller designers greater scope to optimise propellers for silent operation compared to a conventional pushing propeller with rudder.

It adds that disturbing vibrations caused by manoeuvering in ports with high rudder angles are also avoided as the Azipod propeller and its housing rotate as a single unit, meaning there is never a high angle of attack between them. Noise and vibration caused by stern tunnel thrusters are avoided as these are no longer necessary when adopting Azipod propulsion.

The aforementioned aspects are one reason why Azipod propulsion features are so commonly used as a solution on large cruise ships since Comfort Class requirements are easier to fulfill than would be the case with conventional shaft-line rudder propulsion arrangements.

Footprint comparison

Based on a detailed comparison, the study finds that the DC-Pod alternative reduces the on-board footprint needed for the main power plant and propulsion equipment by 46 per cent compared to the AC-Shaft alternative. Most of the footprint saving with the DC-Pod alternative is gained by being able to remove the certain equipment, including on-board propulsion motors, main switchboards, shaft lines, harbour generator and aft tunnel thruster motor, drive and transformer.

The weight saving, considering only fully comparable power-plant equipment, is 27 per cent with the DC-Pod alternative. “We expect that weight saving with the DC-Pod would be further increased if the detailed hull structure would be designed for both alternatives including, for example, rudder, stern tube, shaft line and its supports, brackets and bearings for the AC-Shaft alternative,” the paper concludes.

We take a deeper look at the current market for pod drives in issue 181 of The Superyacht Report. To apply for your VIP subscription of the magazine, click here . 

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ABB to supply Azipod propulsion for five new cruise ships

By Rebecca Gibson | 17 November 2020

ABB is to provide Azipod electric propulsion systems and other technologies for five new cruise vessels that are being constructed by Italian shipbuilder Fincantieri.

As part of the new $150 million contract with Fincantieri, ABB will equip each cruise ship with twin Azipod units, which have an electric drive motor in a submerged pod outside the ship’s hull to allow them to rotate 360 degrees and provide increased manoeuvrability in any sea conditions. The units also cut fuel consumption by up to 20 per cent compared to conventional shaftline systems.

“We look forward to collaborating with Fincantieri on these world-class vessels, setting them on course for eco-conscious cruising,” said Juha Koskela, division president of ABB Marine & Ports. “Today’s passengers expect sustainable journeys, and we are honoured to support Fincantieri’s environmental goals with our technology that stands for innovation and efficiency like no other.”

ABB will also install its integrated electric power plant set-up on each ship. The system includes generators, drives, switchboards, propulsion transformers and a remote-control system to enable the captain to manoeuvre the Azipod units from the bridge. Combining Azipod propulsion with the electric power plant will allow the cruise operators to configure all relevant onboard equipment for optimised performance.

In addition, all the vessels will be connected to the ABB Ability Collaborative Operations infrastructure and centres, which will use remote equipment monitoring and data analytics to enable predictive maintenance, planned interventions and remote technical support.

“Our collaboration with ABB spans over two decades, with the first Azipod propulsion installation at Fincantieri dating back to late 1990s,” said Luigi Matarazzo, general manager of the merchant ships division at Fincantieri. “Today, we are taking further advancements in our commitment to environmentally friendly shipping, and we are delighted to once again work with a trusted partner whose solutions have over the years delivered superior performance, reliability, safety and sustainability gains for the cruise segment.”

The vessels will enter service between 2023 and 2026.

Tags: Azipod     ABB     Fincantieri

Rebecca Gibson

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Carnival Corporation’s new vessels to sail with ABB’s Azipod propulsion

US $60 million repeat order continues longstanding cooperation between ABB and Fincantieri shipyard.

ABB, the leading power and automation technology group, has won a repeat order worth US $60 million to deliver complete electrical power plants and Azipod ® XO fuel-saving electric propulsion systems for Carnival Corporation´s two new cruise vessels.*

ABB`s delivery will also include generators, main switchboards, a remote control system and distribution transformers. Azipod propulsion is a gearless steerable propulsion system where the electric drive motor is in a submerged pod outside the ship's hull. It improves safety, fuel efficiency and is the most environmentally friendly propulsion system.

The ships, to be built by Fincantieri shipyard in Italy, will sail under Carnival Corporation's brands Holland America Line and Carnival Cruise Line. The new vessel for Holland America Line will be a sister ship to Koningsdam, currently under construction at the Fincantieri shipyard. The vessel will have a gross tonnage of 99,500 tons, accommodate up to 2,650 passengers and will be delivered in Q4/2018. Carnival Cruise Line´s new, 3,954-passenger vessel will be a sister ship to Carnival Vista and it is the 26th ship in the cruise operator's fleet. The delivery for this new ship is scheduled for Q1/2018.

"These beautiful new ships on order from Fincantieri signify our ongoing commitment to provide the best possible guest experience across our industry-leading brands," said Arnold Donald, president and CEO of Carnival Corporation. "New ships with the latest features, accommodations and innovations really bring the modern cruise experience to life and will help us continue to grow new demand for cruising."

"We are pleased to continue our collaboration with Fincantieri, which is known as one of the world's leading cruise ship builders. Longstanding customer relationships with leading shipyards such as Fincantieri are testament to our continued dedication to quality and customer value," says Heikki Soljama, managing director for ABB's Marine and Ports business.

The collaboration between ABB and Fincantieri spans over 25 years: ABB's first electric propulsion delivery to Fincantieri was for a Carnival cruise ship in 1990. Since then, 14 ships built by Fincantieri have been equipped with ABB's Azipod propulsion. Twenty-four of Carnival Corporation's ships are equipped with Azipod propulsion.

*This order was booked in Q2 2015.

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• ABB and Carnival Corporation sign strategic partnership for Azipod® propulsion services
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• Long-term partnership agreement covers service for vessels powered by Azipod® XO electric propulsion system
• Carnival Corporation to benefit from optimized maintenance plan, service offering and ABB’s digital services around the world
• Collaboration will help Carnival Corporation deliver best-in-class guest experience and operational excellence while providing significant gains for ship performance

ABB and Carnival Corporation & plc (NYSE/LSE: CCL; NYSE: CUK) have signed a long-term partnership agreement to collaborate on continued operational excellence and ship performance across the cruise company’s fleet using systematic maintenance planning, critical spares management, and cutting-edge digital solutions for condition monitoring. The contract was booked in Q3 2023.

The 15-year agreement covers maintenance for Azipod® XO propulsion systems powering vessels operating within several Carnival Corporation world-class brands. Azipod® XO propulsion is ABB’s solution for high-power open water applications, particularly suited for cruise vessels.

The agreement will simplify service management of Azipod® XO propulsion units, with ABB experts remotely available 24/7 to support the vessels’ electric engineering crew on maintenance, based on ABB Ability™ Remote Diagnostic System and ABB Ability™ Condition Monitoring for Azipod® propulsion. The owner accumulates data about Azipod® propulsion performance, making spare part management and dry dock planning increasingly predictable and cost-efficient.

“This agreement helps optimize our long-term fleet performance while supporting our ongoing efforts to further improve energy and fuel efficiency and reduce emissions throughout our global operations,” said Michael Kaczmarek, Senior Vice President, Marine Technology, Carnival Corporation. “We are also creating predictability on maintenance costs and spares planning, which delivers significant gains for planning, procedures and ship performance over the long term. We see this strategic and collaborative agreement as an excellent example of what can be achieved in our ship performance objectives through collaboration with our key technology suppliers.” “The agreement and its 15-year timeframe further strengthen the long-standing collaboration between ABB and Carnival Corporation. We take great pride in making sure Carnival Corporation’s cruise vessels get the full benefits of an optimized maintenance plan, service offering and access to our digital services around the world,” said Juha Koskela, Division President, ABB Marine & Ports.

ABB secured its first Azipod® propulsion order for the Carnival Cruise Line ship Carnival Elation in 1995, and after selecting the solution for a second Fantasy-class vessel, Carnival Corporation has gone on to specify Azipod® propulsion for more than 40 vessels for its various cruise brands.

From its creation three decades ago to its leading position in shipping today, Azipod® propulsion has revolutionized marine transport by delivering unparalleled gains for performance, efficiency, sustainability and reliability. The gearless, steerable propulsion system, with the electric drive motor in a pod outside the ship’s hull, can rotate 360 degrees to increase vessel maneuverability and efficiency, while cutting fuel consumption by up to 20 percent compared to conventional shaftline systems. Since the first installation on a cruise ship over 25 years ago, Azipod® technology has saved more than one million tons of fuel in the cruise segment alone.

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VIDEO: The Azipods Used to Propel the World’s Largest Cruise Ships

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Here’s a look at the ABB Azipod’s used to propel the newest and largest ships in Royal Caribbean’s fleet and many other vessels – both cruise ships and others – around the world.

On Royal Caribbean’s Oasis of the Seas and Allure of the Seas , the world’s largest cruise ships, the vessels are equipped with a tailor-made electrical propulsion system comprising three stern-mounted 20-megawatt (MW) Azipod propulsion units. The newer Quantum of the Seas uses two 20.5 MW Azipod XO2300 units, part of ABB’s new XO line.

Azipod is actually the registered trademark for ABB’s brand of azimuth thrusters that was first introduced in 1987. Today, ABB’s Azipod propulsion systems are used on a wide range of vessels such as cruise ships, icebreakers, ice-going cargo vessels and offshore accommodation ships.

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Abb’s mid-range azipod® propulsion to power four cruise vessels for explora journeys.

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Tech company ABB to power four Fincantieri-built cruise ships

Tech company ABB signed a contract with the Italian shipbuilder Fincantieri  to deliver 8 mid-range Azipod propulsion systems for 4 forthcoming medium-sized cruise vessels.

Each of the ships is to be equipped with two 7,7-megawatt Azipod units.

According to ABB, the system meets the design requirements of contemporary medium-sized ships. The Azipod technology is due to optimize maneuverability/reduce noise and vibrations.

With the electric drive motor that is housed within a pod outside the hull, the system can rotate 360 degrees, thus increasing maneuverability/allowing vessels to dock in harbors where turning circles are restricted.

The propulsion can improve a vessel’s hydrodynamic performance and cut fuel consumption by up to 20% in comparison to a traditional shaft line setup.

Space is saved by locating the motor outside the cruise ship to allow for a flexible design. It frees up space for cargo, cabins, or other features.

Juha Koskela (Division President, ABB Marine & Ports) said the order represented a significant milestone for their advanced mid-range Azipod propulsors, "once again demonstrating their environmental and operational benefits."

The Azipod system features ABB’s 4th-generation permanent magnet motors, refined for added power/efficiency. Its compatibility with alternative energy sources makes it the future-proof solution ready to work with new and cleaner fuels as soon as they become available.

Alongside the Azipod units, ABB’s full scope of supply includes transformers, propulsion drives, and control systems.

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The passenger ships will be equipped with two 7.7-MW Azipod units per vessel. With the electric drive motor housed within a pod outside the ship hull, the Azipod system can rotate 360°, optimising manoeuvrability and allowing ships to dock in harbours where turning circles are restricted. The system is intended to reduce vibrations and noise to provide smoother cruising.

ABB claims Azipod propulsion also improves a ship’s hydrodynamic performance and cuts fuel consumption by up to 20% compared with a traditional shaftline setup, allowing the space saved by locating the motor outside to be used for cabins, cargo or other features. Azipod includes the company’s fourth-generation permanent magnet motors, which have been refined for added power and efficiency. The system is compatibile with alternative energy sources and can be used with new, cleaner fuels as soon as these become available.

“We are honoured to supply an integrated propulsion system to ensure the ultimate cruise experience on board these four vessels,” said ABB Marine & Ports, division president Juha Koskela. “This order represents a significant milestone for our advanced mid-range Azipod propulsors, once again demonstrating their environmental and operational benefits.”

ABB’s full scope of supply includes propulsion drives, transformers and control systems in addition to the Azipods.

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The top 10 biggest cruise ships in the world

M odern cruise ships continue to grow in size, with the biggest cruise ship, the Icon of the Seas , launching at the start of this year, and her sister ship the Star of the Seas expected to surpass her in size.

Both of these ships are operated by Royal Caribbean International, which operates five of the ten largest cruise ships in the world. Carnival Corporation, arguably the biggest cruise company in the world, features three times on the list through its subsidiaries P&O Cruises and Costa Cruises.

All of the heaviest cruise ships in the world were built within the last 20 years, although the majority – six of the ten – were built within the last five years.

So, here are the top ten biggest cruise ships in the world, by gross tonnage. 

10. P&O Cruises MS Arvia : 185,581 gross tonnes

The MS Arvia is P&O Cruises’ fourth ship to be built by German shipyard Meyer Werft. Weighing in at 185,581 gross tonnes, the 345m (1,130-foot) Arvia is slightly larger than her sister ship, the MS Iona . The 20-deck ship is the largest ship commissioned for the British cruise market and has a maximum passenger capacity of 6,264 passengers, with 1,800 crew onboard. 

The ship is the second liquefied natural gas (LNG)-powered Excellence-class vessel for P&O, following the Iona . Arvia is powered by a 61,760kW LNG drive system, with a propulsion power of 37 megawatts. The LNG-powered propulsion system allows the vessel to sail at a maximum speed of 21.5 knots.

After being floated out in August 2022, the Arvia mainly operates itineraries around the Caribbean or the Mediterranean.

9. Costa Cruises – Costa Smeralda : 185,010 gross tonnes

The Costa Smeralda is the first LNG-powered vessel in the Costa Cruises fleet. With a gross tonnage of 185,010gt, the 20-deck Excellence-class ship measures 337m (1,106 feet) in length. The second LNG-powered cruise ship to enter operation in the world, she has a maximum capacity of 6,554 passengers with 1,646 crew and a service speed of 21.5 knots.

Construction of the Costa Smeralda began at the Meyer shipyard in Turku, Finland, in September 2017. Meyer Turku collaborated with the Meyer Werft Papenburg shipyard to develop and integrate the LNG propulsion plant for the ship. She is fitted with four 16-cylinder, Caterpillar MaK 16VM46DF engines, with 15.4 megawatts (20,710 horsepower) output per engine, resulting in a maximum power of  37 megawatts (50,000 horsepower).

The ship, which was named after the Emerald Coast of Sardinia, entered service in December 2019 , departing Savona on its maiden voyage in the Mediterranean, where it has sailed since.

8. Costa Cruises – Costa Toscana : 186,364 gross tonnes

The Costa Toscana is the sister ship of the Costa Smeralda and is also powered by LNG . measuring 337m (1,106 feet) long and weighing in at 186,364 gross tonnes, the Toscana has a maximum capacity of 6,338 passengers and 1,678 staff across her 20 decks.

Like her sister ship, the Toscana was also built at the Meyer shipyard in Finland, with construction completed in 2021. She is also powered by four MaK-Caterpillar engines, with a total power of 57.2 megawatts (76,706 horsepower), and two ABB Azipod motors , resulting in a service speed of 17 knots.

Named in homage to the Tuscany region of Italy, Costa Toscana mainly sails around the Mediterranean Sea but Costa Cruises has also used the ship to sail itineraries further afield, such as around Brazil and the UAE.

7. MSC Cruises – MSC World Europa : 215,863 gross tonnes

The only entry in the top ten from MSC Cruises, MSC World Europa measures 333m (1,094 feet) in length. With 215,863 gross tonnage, she can house more people than any other ship in the MSC fleet: up to 6,762 passengers across 2,633 cabins spread over 22 decks, in addition to 2,138 crew.

Built by Chantiers de l’Atlantique in Saint-Nazaire, France, the World Europa ’s LNG-power propulsion system was subcontracted to Finland-based Wärtsilä. Five LNG-powered, 14-cylinder Wartsila 46DF dual-fuel engines power the vessel, with a propulsion power of 44 megawatts ( 59,005 horsepower). She also features nitrogen oxide reduction (NOR) units, two Wartsila LNGPac fuel storage and supply systems, seven thrusters, and two fixed-pitch propellers. 

The MSC World Europa was floated out at the end of 2021 and was initially used as an accommodation vessel for fans attending the 2022 FIFA World Cup, with the ship berthed at Doha Port in Qatar during the tournament. Following the competition, the ship subsequently travelled several routes around the UAE, before sailing to the Mediterranean, where it has sailed itineraries since.

6. Royal Caribbean International – Allure of the Seas : 225,282 gross tonnes

The first of many entries on this list operated by Royal Caribbean, Allure of the Seas weighs in at 225,282 gross tonnes. Measuring 362m (1,187 feet), she is only 50mm (2 inches) longer than her sister ship the Oasis of the Seas . The Allure has a maximum capacity of 6,780 passengers and 2,200 crew across 18 decks.

Built at the Turku Shipyard in Finland, the Allure took two years to build , floating out in 2010. She features six Wärtsilä 46 diesel engines with a total power output of 97 megawatts (130,053 horsepower). It is propelled by three electric Azipod azimuth thrusters. The ship can travel at a cruising speed of 22 knots.

With a homeport of Galveston, Texas in the US, the Allure mainly serves itineraries around the Bahamas but she is scheduled to sail routes around the Mediterranean in 2025.

5. Royal Caribbean International – Oasis of the Seas : 226,838 gross tonnes

The oldest ship on this list, the Oasis of the Seas has been in service for over a decade. She was the biggest cruise ship at the time when floated out in 2009, with a gross tonnage of 226,838gt and a length of 360m (1,181 feet). The Oasis has a maximum capacity of 6,699 passengers and 2,181 staff across 18 decks.

The Oasis took two years to build at the Meyer shipyard in Turku, Finland, with the keel laid on 12 November 2007 and the ship arriving at her homeport of Port Everglades in Florida, US, on 13 November 2009.

The Oasis is powered by eight Wärtsilä V12 diesel engines, which generate 5.6 megawatts (7,500 horsepower) each, alongside four bow thrusters. The main propulsion system consists of three 20-megawatt (26,820 horsepower) electric Azipod motors, resulting in a combined propulsion power of 82 megawatts (109,964 horsepower) and a standard cruising speed of 23 knots.

The Oasis mainly operates routes around the Caribbean, but occasionally repositions to offer itineraries in the Mediterranean.

4. Royal Caribbean International – Harmony of the Seas : 226,963 gross tonnes

The third Oasis-class ship built by Royal Caribbean, Harmony of the Seas weighed in bigger than her existing sister ships at launch in 2016, with 226,963 gross tonnage, but she has since been surpassed by newer vessels. With a total length of 362m (1,188 feet), Harmony has a maximum capacity of 6,780 passengers and 2,300 staff across 18 decks.

Royal Caribbean placed an order with STX France for the construction of Harmony of the Seas in December 2012. The first steel for the ship was cut at STX France’s Saint-Nazaire shipyard in September 2013, while the keel-laying ceremony was held in May 2014.

The Harmony is powered by three 18.9-megawatt Wärtsilä 16V46 16-cylinder main generator diesel engines and three Wärtsilä 12V46 12-cylinder engines producing 13.9 megawatts each. The propulsion power is provided by three electric Azipod azimuth thrusters and manoeuvring is assisted by four 5.5-megawatt Wärtsilä CT 3500 tunnel thrusters. The propulsion system results in 82 megawatts (109,964 horsepower) and enables the ship to sail at a standard speed of 23 knots.

Harmony of the Seas embarked on her inaugural seven-night Western Mediterranean cruise from Barcelona, Spain, in June 2016, and currently operates itineraries around the Western Caribbean from her homeport of Galveston, Texas in the US.

3. Royal Caribbean International – Symphony of the Seas : 228,081 gross tonnes

At launch in 2018, the Symphony of the Seas surpassed the Harmony as the biggest cruise ship, weighing in at 228,081 gross tonnes. Measuring 361m (1,185 feet), the Symphony has a maximum capacity of 6,680 passengers and 2,200 staff across 18 decks and was the testing ground for Royal Caribbean's new muster drill . With a total length of 361m (1,185 feet), She is roughly 30 metres (98 feet) longer than the largest military ships , the US Nimitz-class aircraft carriers and the USS Gerald R. Ford .

The keel-laying ceremony for the Symphony of the Seas was held in October 2015 at STX’s Saint-Nazaire shipyard in France, and the ship sailed out in June 2017. She is powered by six diesel sets, each composed of three Wärtsilä 16V46D engines and three Wärtsilä 12V46D engines, as well as three 20-megawatt electric Azipod main engines – resulting in 82 megawatts (109,964 horsepower) of propulsion power and a standard cruising speed of 22 knots.

The Symphony commenced her seven-day maiden voyage from Barcelona in April 2018, and since then has mainly operated itineraries around the Caribbean from her homeports of Miami, New York, and Fort Lauderdale.

2. Royal Caribbean International – Wonder of the Seas : 235,600 gross tonnes

Royal Caribbean's flagship, Wonder of the Seas is the fifth Oasis-class cruise ship built for the cruise company. Weighing in at 235,600 gross tonnes, the Wonder was the largest ship in the world when she was completed in January 2022. Measuring 362m (1,187 feet) in length, the 18-deck Wonder has a maximum capacity of 7,084 guests across its 2,867 staterooms, as well as housing 2,369 crew.

Built by Chantiers de l’Atlantique in Saint-Nazaire, Wonder is powered by two Wärtsilä 16V46D engines and four Wärtsilä 12V46D engines; and uses three 20-megawatt electric Azipod engines for propulsion, combining for a propulsion power of 82 megawatts (109,964 horsepower and a standard cruising speed of 22 knots.

The Wonder sailed her maiden voyage in March 2022 from Fort Lauderdale, Florida, and has since served itineraries around the Caribbean from her homeports of Miami and Cape Canaveral.

1. Royal Caribbean International – Icon of the Seas : 248,663 gross tonnes

Weighing 248,663 gross tonnes and measuring 365 metres (1,1967 feet), the Icon of the Seas is the largest cruise ship in the world. Christened on 23 January 2024, the Icon has a maximum capacity of 7,600 passengers and 2,350 crew across 20 decks. She is the lead ship of the new Icon-class, with a sister ship the Star of the Seas due to be delivered in 2025 and another ship planned for delivery in 2026.

Built by Meyer Turku in Finland, the Icon is the first ship in the Royal Caribbean fleet that can be powered by LNG. It uses three Wärtsilä 14V46DF and three Wärtsilä 12V46DF for its main generator engines, which provide 67.5 megawatts of energy to run the ship. She is propelled by three 20-megawatt Azipod thrusters as well as five 4.8-megawatt Wärtsilä WTT-45 CP bow thrusters, with a cruising speed of 22 knots.

After sailing her maiden voyage on 27 January 2024, the Icon now sails year-round itineraries of seven-night trips around the Eastern and Western Caribbean from her homeport of Miami, Florida.

"The top 10 biggest cruise ships in the world" was originally created and published by Ship Technology , a GlobalData owned brand.

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Carnival cruise ship rescues nearly 30 people from adrift vessel

A Carnival Cruise Line ship rescued nearly 30 people who were stuck at sea on Sunday.

The crew on Carnival Paradise saved 28 Cuban nationals who were signaling for help on a vessel that was adrift around 2:30 p.m. The cruise ship was headed from Tampa, Florida, to Roatan in Honduras at the time.

“The bridge team onboard spotted the vessel and turned the ship around to rescue them,” Carnival said in a news release . “All were taken aboard, given food and were seen by the medical team.” The cruise line also notified the U.S. Coast Guard Sector Key West and officials in Roatan.

The Coast Guard did not immediately respond to USA TODAY’s request for comment.

The ship was set to visit Roatan on Monday. Carnival Paradise is on a five-day Caribbean cruise that departed from Tampa on Saturday, according to CruiseMapper .

The news comes after Celebrity Cruises’ Celebrity Apex ship rescued seven people in a small vessel adrift between Cuba and Mexico earlier this month. Another Carnival ship, Carnival Jubilee, also rescued two people stuck in a kayak off the coast of Mexico’s Isla Mujeres in January.

Nathan Diller is a consumer travel reporter for USA TODAY based in Nashville. You can reach him at [email protected].